EP0432954A2 - Dispositif d'actionnement à distance pour commande de frein de stationnement - Google Patents

Dispositif d'actionnement à distance pour commande de frein de stationnement Download PDF

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Publication number
EP0432954A2
EP0432954A2 EP90313124A EP90313124A EP0432954A2 EP 0432954 A2 EP0432954 A2 EP 0432954A2 EP 90313124 A EP90313124 A EP 90313124A EP 90313124 A EP90313124 A EP 90313124A EP 0432954 A2 EP0432954 A2 EP 0432954A2
Authority
EP
European Patent Office
Prior art keywords
control
brake
isolator
park brake
crank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP90313124A
Other languages
German (de)
English (en)
Other versions
EP0432954A3 (en
Inventor
Serge A. Barlas
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dura Mechanical Components Inc
Original Assignee
Wickes Manufacturing Co
Dura Mechanical Components Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wickes Manufacturing Co, Dura Mechanical Components Inc filed Critical Wickes Manufacturing Co
Publication of EP0432954A2 publication Critical patent/EP0432954A2/fr
Publication of EP0432954A3 publication Critical patent/EP0432954A3/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/045—Brake-action initiating means for personal initiation foot actuated with locking and release means, e.g. providing parking brake application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
    • B60T11/046—Using cables
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20396—Hand operated
    • Y10T74/20402—Flexible transmitter [e.g., Bowden cable]
    • Y10T74/20408—Constant tension sustaining
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20528—Foot operated
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2133—Pawls and ratchets

Definitions

  • the subject invention relates to a control assembly for actuating the parking brake of a vehicle, and more particularly to a completely mechanical control assembly having a remote manual actuator.
  • Manually operated park brake control assemblies are typically positioned in the passenger compartment of a vehicle adjacent the operator and present a hand or foot operated lever to be manually operated by the vehicle operator for applying, or setting, the park brake.
  • the hand or foot operated lever is supported on a pivot and integrally attached to a ratchet mechanism for maintaining the control assembly in an actuated condition in order to hold the park brake in the brake applied condition.
  • the park brake is released by triggering some form of independent release mechanism.
  • flexible motion transmitting core elements are typically used to interconnect the park brake control assembly and the park brakes at the rear wheels of the vehicle.
  • two such cables must extend the majority of the distance between the control assembly and the park brakes.
  • These cables must be of relatively high tensile strength because tensile forces in excess of 90 pounds can be generated between the control assembly and park brake during actuation, and maintained therebetween for very long periods of time. It will be appreciated that such high tensile strength cables are costly, heavy, and in addition are difficult to install and service due to their stiffness.
  • the subject invention contemplates a manually operated vehicular park brake assembly comprising an actuator means for mechanically transmitting forces applied by a vehicle operator, and a control means for receiving forces from the actuator means and selectively maintaining a park brake in a brake applied condition in response to the forces.
  • the invention is characterized by an isolator means for isolating the forces between the actuator means and the control means while the control means maintains the park brake in the brake applied condition to remove stresses from the actuator means and thereby improve the operating efficiency of the system.
  • the subject invention overcomes the disadvantages inherent in the prior art by providing the isolator means which allows the stresses which occur while the park brake is in a brake applied condition to be completely isolated from the actuator means. From this it follows that the actuator means can be fabricated from lower strength, lower cost materials and hence supplies the necessary incentive to space the isolator means and the actuator means apart from each other as far as possible.
  • the isolator means of the subject invention makes advantageous separating the actuator means from the control means so that only the actuator means need be provided inside the passenger compartment of the vehicle.
  • the control means and the isolator means on the other hand, can be located outside the vehicle, inside the vehicle trunk, or in some other ergonometricly advantageous position.
  • the subject park brake assembly is generally indicated at 20.
  • the assembly 20 is shown in connection with a vehicle, generally indicated at 22.
  • the vehicle 22 includes two rear wheels 24 each having a brake assembly.
  • Each of the brake assemblies is provided with a park brake 26 used by the vehicle operator to set the vehicle 22 in a braked condition while not in use.
  • the rear wheels 24 may be supported on a common axle 28, as is well known in the art.
  • the subject assembly 20 is manually operated and therefore includes an actuator means, generally indicated at 30, for mechanically transmitting forces applied by a vehicle operator to the park brakes 26.
  • the actuator means 30 includes a lever 32 which is pivoted about a fulcrum 34 thereof in response to the forces applied by the vehicle operator.
  • the lever 32 is shown in the accompanying Figures as being of the foot operated type, it will be appreciated by those skilled in the art that a hand operated actuator operates in substantially the same manner to yield the same result as the disclosed foot operated lever 32.
  • the lever 32 is disposed inside the passenger compartment of the vehicle 22 in an easily accessed location for the vehicle operator, such as underneath the dashboard in the case of a foot operated lever 32, or alternatively underneath the dashboard or adjacent the driver's seat in the case of a hand operated lever.
  • the subject invention also includes a control means, generally indicated at 36, which is supported substantially within a protective housing 38, shown with its cover removed for clarity.
  • the control means 36 receives forces from the actuator means 30 and selectively maintains the park brake 26 in a brake applied condition in response to such forces. In other words, as the operator rotates the lever 32 about its fulcrum 34, forces are mechanically transferred to the control means 36, which then transmits such mechanical forces to the park brake to maintain the park brake in a brake applied condition.
  • the subject invention is characterized by including an isolator means, generally indicated at 40, which is also disposed within the housing 38.
  • the isolator means 40 functions to isolate the forces between the actuator means 30 and the control means 36 while the control means 36 maintains the park brake 26 in the brake applied condition to thereby remove stresses from the actuator means 30 and improve the operating efficiency of the assembly 20.
  • the isolator means 40 is disposed between and interconnects the actuator means 30 and the control means 36 and prevents the feedback of stresses to the actuator means 30 while the control means 36 holds the park brake 26 in the brake applied condition. Therefore, the stress isolating function of the isolator means 40 operates only when the control means 36 maintains the park brake 26 in the brake applied condition.
  • the isolator means 40 includes an input means, generally indicated at 42, for interconnecting the actuator means 30 and the isolator means 40.
  • the isolator means 40 also includes an output means, generally indicated at 44, for interconnecting the control means 36 and the isolator means 40.
  • the isolator means 40 includes a lost motion connection, generally indicated at 46, which is disposed between and interconnects the input means 42 and the output means 44. Therefore, the lost motion connection 46 is disposed between the actuator means 30 and the control means 36.
  • the input means 42 includes a bell-shaped drive reel 48 which is pivotally supported for arcuate movement about an isolator pivot 50.
  • the bell-shape of the drive reel 48 is formed by two straight edges 52 intersecting at an apex and joining to a common curved camming edge 54.
  • the isolator pivot 50 is disposed between the two edges 52 adjacent the apex, with the camming edge 54 forming a concentric arc segment about the isolator pivot 50.
  • the output means 44 includes an isolator crank arm 56 which is also pivotally supported for arcuate movement about the isolator pivot 50 but is independently moveable of the drive reel 48. That is, the drive reel 48 and isolator crank 56 are moveable relative to each other in arcuate paths about the isolator pivot 50.
  • the lost motion connection 46 interconnects the drive reel 48 and the isolator crank 56. More specifically, as best shown in Figures 2-6, the lost motion connection 46 includes an arcuate slot 58 which is formed in the drive reel 48 and disposed concentrically about the isolator pivot 50. A finger 60 extends from the distal, free swinging, end of the isolator crank 56 and is disposed within the arcuate slot 58. The finger 60 is confined at all times within the slot 58 for movement between a first 62 and a second 64 terminal end of the arcuate slot 58.
  • the isolator means 40 further includes a biasing means 66 which interconnects the drive reel 48 and the isolator crank 56.
  • the biasing means 66 urges the drive reel 48 in a first predetermined arcuate direction, clockwise as viewed in Figures 2-6, relative to the isolator crank 56.
  • the biasing means 66 comprises a flat wound coil spring, also known as a spiral torsion spring, having a radially displaced end operatively connected to the finger 60 and another end adjacent its center connected to the drive reel 48.
  • the spring 66 constantly urges the drive reel 48 clockwise about the isolator pivot 50 but, due to the housing 38, is prevented from clockwise movement past the position shown in Figure 2.
  • the actuator means 30 includes an elongated motion transmitting means 68 which interconnects the lever 32 and the drive reel 48 for mechanically transmitting motion between the lever 32 and the drive wheel 48 along a curved path.
  • the motion transmitting means 68 comprises a flexible cable having a first end 70 connected to the lever 32 and a second end 72 connected to the drive reel 48 at a connection 74.
  • the second end 72 of the cable 68 is wound about the exterior of the drive reel 48, i.e., about the camming edge 54, in order to effect rotation of the drive reel 48 about the isolator pivot 50 in response to pivotal movement of the lever 32 about its fulcrum 34.
  • the cable 68 is displaced a corresponding distance and mechanically urges the drive wheel 48 to rotate about the isolator pivot 50.
  • control means 36 including a control crank arm 76 which is operatively connected to the isolator crank 56 for arcuate movement about a control pivot 78.
  • a rigid link 80 extends between opposite ends thereof with one of the ends being pivotally connected to the isolator crank 56 and the other end pivotally connected to the control crank 76. Therefore, as the isolator crank 56 rotates about the isolator pivot 50, the control crank 76 is urged to rotate about the control pivot 78.
  • the control pivot 78 and the isolator pivot 50 are spaced from one another and so disposed as to rotate the respective control crank 76 and isolator crank 56 in parallel planes.
  • the control means 36 includes at least one, and preferably two, brake throws 82, 84 which extend radially outwardly of the control pivot 78 and are integrally connected to the control crank 76.
  • the two brake throws 82, 84 are disposed on opposite sides of the control pivot 78.
  • the control crank 76 extends radially outwardly from between the two brake throws 82, 84, at an angle slightly less than 90° from the one brake throw 82 and slightly greater than 90° from the other brake throw 84.
  • the control means 36 further includes two cables 86 having one end connected to one of the brake throws 82, 84 and the other ends operatively connected to a respective park brake 26 at one of the two rear wheels 24.
  • Each cable 86 is connected to one of the brake throws 82, 84 for interconnecting the associated brake throw 82, 84 with one of the park brakes 26.
  • a slug 88 is disposed on the end of each of the cables 86 for attachment to the respective brake throw 82, 84.
  • An automatic fastener means is provided for automatically fastening the slug 88 of each cable 86 to its associated brake throw 82, 84 in response to a coupling force applied to interconnect two elements.
  • the automatic fastener means 90 includes a resilient latch 92 extending integrally from each brake throw 82, 84.
  • a cup shaped pocket 94 is provided in each brake throw 82, 84 for receiving the slug 88.
  • the latch 92 is resiliently disposed to support the slug 88 in the respective pockets 94 yet allow easy insertion of the slugs 88 into the pockets 94 for installation purposes.
  • a cable passage 96 is provided through the housing 38 for each of the cables 86.
  • a flexible element passage 98 is provided through the housing 38 for the flexible cable 68.
  • control means 36 including a ratchet means, generally indicated at 100, for locking the control crank 76 in an angular position in response to a first applied force from the actuator means 30 and for unlocking the control crank 76 in response to a second successively applied force from the actuator means 30.
  • the ratchet means 100 operates in toggle fashion by locking the control crank 76 in a brake applied condition in response to a first applied force from the actuator means 30, and then reversing itself and automatically unlocking the control crank 76 solely in response to a second successively applied force from the actuator means 30.
  • the ratchet means 100 includes a saw-toothed lock sector 102 comprising a series of ramps, or barbs, which coact with a pawl 104.
  • the pawl 104 is supported on a pin 106 and adapted to engage the teeth of the lock sector 102 in ratcheting fashion.
  • the pawl 104 includes an elongated slot 108 which surrounds the pin 106 and serves to interconnect the pawl 104 and the pin 106.
  • the ratchet means 100 further includes a strategically located trip spring 110 which exerts a compressive force between the housing 38 and the pawl 104 for urging the pawl 104 to ratchetingly engage the lock sector 102 in response to the first applied force from the actuator means 30, and then for urging the pawl 104 to disengage from the lock sector 102 in response to a second applied force from the actuator means 30.
  • a strategically located trip spring 110 which exerts a compressive force between the housing 38 and the pawl 104 for urging the pawl 104 to ratchetingly engage the lock sector 102 in response to the first applied force from the actuator means 30, and then for urging the pawl 104 to disengage from the lock sector 102 in response to a second applied force from the actuator means 30.
  • the pawl 104 is shown in spacial relation to the lock sector 102 in an unactuated condition corresponding to Figures 2 and 3.
  • the lock sector 102 rotates about the control pivot 78 until the pawl 104 makes initial contact with the lock sector 102 as shown in Figure 8.
  • This causes the pawl 104 to move relative to the pin 106 from the position shown in Figure 7, wherein the pin 106 is generally centered in the elongated slot 108 to the position shown in Figure 8, where the pin 106 is disposed in engagement with the rearward edge of the elongated slot 108.
  • the control crank 76 includes a recock arm 112 for urging the pawl 104 to engage the lock sector 102 after the second force has been applied by the actuator means 30. More particularly, the recock arm 112 and the pawl 104 include coacting camming surfaces which urge the pawl 104 to move relative to the pin 106 within the slot 108 so that the trip spring 110 will once again urge the pawl 104 in a clockwise direction about the pin 106 to ratchet with the lock sector 102.
  • the brake throws 82, 84 rotate about the control pivot 78, they apply an increasingly greater leverage about the control pivot 78 upon the cables 86. That is, as the brake throws 82, 84 rotate toward the brake applied condition, each of the cables 86 begin to move closer to the control pivot 78, thereby increasing the leverage while decreasing the displacement of the cables 86.
  • the ratio will increase from the unactuated condition shown in Figures 2 and 3 at about 3.5:1 to a ratio as high as 4:1 in the fully applied condition as shown in Figures 4-6.
  • the biasing means 66 urges the drive reel 48 to rotate in a clockwise direction back toward an unactuated position as shown in Figure 5. Such retracting movement of the drive reel 48 urges the lever 32 back toward its unactuated position via the cable 68.
  • the lever 32 is urged back toward its brake applied position until the first end 62 of the arcuate slot 58 contacts and slightly displaces the finger 60. This slight displacement of the finger 60 causes the control crank 76 to move a small arcuate degree in the clockwise direction about the control pivot 78 allowing the pawl 104 to disengage from the lock sector 102. The lever 32 is then slowly moved by the vehicle operator from the position shown in Figure 6 back to the position shown in Figure 3 and thereby gradually releasing the park brake 26 to an unactuated condition.
  • the primary advantage of the subject invention is that the isolator means 40 completely isolates the lever 32 and flexible cable 68 from the forces on the control means 36 while the park brakes 26 are maintained in a brake applied condition. More specifically, tensile forces of 90 pounds or greater may be required to maintain park brakes 26 in a brake applied condition. Hence, each of the cables 86 are required to withstand such a 90 pound tensile load for extended periods of time, and therefore must be constructed of very durable material. However, as the cable 68 is never required to maintain such a tensile load for any length of time greater than the brief moment required to actuate or deactuate the park brakes 26, the cable 68 can be fabricated from a much less durable, lighter and less expensive material.
  • the isolator means 40 supplies the necessary incentive to design the assembly 20 with the inexpensive flexible cable 68 spanning the greatest distance and the two heavy and expensive cables 86 spanning a minimal distance. Therefore, as shown in Figure 1, the housing 38 can be positioned adjacent the rear axle 28 with each of the cables 86 extending a relatively short distance to their associated park brake 26.
  • the inexpensive and light flexible cable 68 can be routed from the housing 38 adjacent the rear axle 28 to the lever 32 disposed within the passenger compartment of the vehicle. Additionally, the only structure required inside the passenger compartment of the vehicle 22 is the lever 32 and its support fulcrum 34.
  • the relatively bulky control means 36 is positioned in an unobtrusive space, freeing the valuable interior space for maximum occupant comfort.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Elements And Transmission Devices (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Braking Arrangements (AREA)
EP19900313124 1989-12-11 1990-12-04 Remote actuator for parking brake control assembly Withdrawn EP0432954A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US07/448,424 US5131288A (en) 1989-12-11 1989-12-11 Remote actuator for parking brake control assembly
US448424 1989-12-11

Publications (2)

Publication Number Publication Date
EP0432954A2 true EP0432954A2 (fr) 1991-06-19
EP0432954A3 EP0432954A3 (en) 1991-12-11

Family

ID=23780263

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900313124 Withdrawn EP0432954A3 (en) 1989-12-11 1990-12-04 Remote actuator for parking brake control assembly

Country Status (4)

Country Link
US (1) US5131288A (fr)
EP (1) EP0432954A3 (fr)
JP (1) JPH03200463A (fr)
CA (1) CA2030400A1 (fr)

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Publication number Priority date Publication date Assignee Title
WO2002042131A1 (fr) * 2000-11-21 2002-05-30 EDSCHA Betätigungssysteme GmbH Frein a main
US8215462B2 (en) 2006-04-07 2012-07-10 Fico Cables, S.A Actuation system for a parking brake

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DE19733552C2 (de) * 1997-08-02 1999-05-27 Daimler Chrysler Ag Bremskraftverteilergetriebe für ein muskelkraftbetätigtes Feststellbremssystem
US6105459A (en) * 1998-12-14 2000-08-22 Ford Motor Company Cable lock and release apparatus
JP2000177546A (ja) * 1998-12-17 2000-06-27 Otsuka Koki Co Ltd 足踏み式パーキングブレーキ装置
US6360629B2 (en) * 1999-04-01 2002-03-26 Daimlerchrysler Corporation Adjustable pedal apparatus
DE10000639B4 (de) * 2000-01-11 2005-05-04 Siemens Ag Betätigungsvorrichtung für Schiebetür
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US7051614B2 (en) * 2003-11-25 2006-05-30 Intier Automotive Closures Inc. Quiet apply push to release parking brake pedal
WO2006015210A2 (fr) * 2004-07-29 2006-02-09 Saris Cycling Group, Inc. Exerciseur de type velo a actionneur de cable simple pour reglage de frein et de resistance
JP4562706B2 (ja) * 2006-08-17 2010-10-13 豊田鉄工株式会社 パーキングブレーキ操作装置
US8113086B2 (en) * 2007-03-26 2012-02-14 Dura Global Technologies, Llc Parking brake with separate pedal pivot
US8052581B1 (en) 2010-01-05 2011-11-08 Saris Cycling Group, Inc. Dual actuation mechanism for braking and stopping rotation of a rotating member
DE102017214938B4 (de) * 2016-08-31 2020-09-03 Mando Corporation Elektronische Parkbremse
CN108944884B (zh) * 2018-06-04 2022-05-13 上海奎力智能科技有限公司 一种用于电动副刹车的刹车控制方法
US10793127B2 (en) * 2018-10-22 2020-10-06 Kuster North America, Inc. Cam locking handle assembly for manual park release
KR20210077919A (ko) * 2019-12-18 2021-06-28 현대자동차주식회사 프렁크 래치 비상 오픈구조

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FR1131197A (fr) * 1955-09-07 1957-02-18 Sarl Charles Dupillier Dispositif de freinage pour remorques
EP0123799A1 (fr) * 1983-03-03 1984-11-07 Robert Bosch Gmbh Dispositif de freinage
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002042131A1 (fr) * 2000-11-21 2002-05-30 EDSCHA Betätigungssysteme GmbH Frein a main
WO2002042130A2 (fr) * 2000-11-21 2002-05-30 EDSCHA Betätigungssysteme GmbH Frein de stationnement
WO2002042130A3 (fr) * 2000-11-21 2002-12-05 Edscha Ag Frein de stationnement
US8215462B2 (en) 2006-04-07 2012-07-10 Fico Cables, S.A Actuation system for a parking brake
DE102006016497B4 (de) * 2006-04-07 2013-11-28 FICO CABLES S.A. Technological Centre Pujol & Tarragó Betätigungssystem für eine Feststellbremse

Also Published As

Publication number Publication date
JPH03200463A (ja) 1991-09-02
US5131288A (en) 1992-07-21
EP0432954A3 (en) 1991-12-11
CA2030400A1 (fr) 1991-06-12

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